Lateral-motion device



Adg. 11, 1925.

C. F. PRESCOTT LATERAL MOTION DEVICE File Feb- 7. 3 3 Sheets-Sheet 1 A TTORNE Y5 lmwzss jaw/ 4711- 3 Sheets-Sheet 2 C. F. PRESCOTT LATERAL MOTION DEVICE Flled Feb 7, 1923 l *l:: Q1;

Aug. 11, 1925.

Aug, 11', 1925.

1,549,329 C. F. PRESCOTT LATERAL MOTION DEVICE Filed Feb. ,7, 1923 3 Sheets-Sheet s mrwzss I g f flzzvrok A TTORNEY) Patented Aug, 11, 12.25;

nane CHARLES EPRESGOTT, OF BROOKLINfNEW YORK;ASSIGNOR IO FRAN KLIN RAILWAY SUPPLYGOMPANY, A CORPORATION OF DELAWARE.

LATEEAL MOTION IIllIJVICIEQ Application filed February 7, 1923.

T 0 all whom it may concern Be it known that 1, CHARLES F. Pnnsoor'r, a citizen of the .United States, residing at Brooklyn, in the county of Kings and State of New York, have invented certain new and useful Improvements inLateral-Motion Devicesyof whichthe following is a specification. I

My invent-ion relates to lateral motion devices for the driving or axle boxes of 1000 motives and other. railway vehicle s, whether associated with pivoted trucks or with other forms of carriage. The invention has the same general objects and purposes as the construction shownin United States Patent No. 1,181,194, issued to Riegel and l Voodard on May 2, 1916, (which may be taken as exemplifying the lateral motion'appliances in general use), and is intended to meet the same general conditions. I have here shown and described my inventionas adapted and applied to the :type of construction shown, and described in the application of W. E. lVooda d, SerialiNos 422,248, filed in v the U. S. Patent Ofiice November 6,i1920, n0w

Patent 1,452,862, issued April 24,1923, un der'the title.Lateral motion device for driving boxes, assigned-to the assigneeof this application.-

rigidity and definiteness of action; obviates distortion and injury ofparts, reduces wear, and prolongs the useful-life ofvarious parts does-away with possibility of lost motion;

and allows the weight of the parts to be re-- duced;all without sacrifice of any of the advantages of the construction shown in the aforesaid application, such as easy adaptation to new or old locomotives with-but minor changes in associated parts, keeping the load'central on the driving boxes, and

orally at a time. I How these and other advantages can be r realized in 'a novel manner through mypresent invention will appear from descrlption hereinafter of the best embodiment of the invention known to me.

lnithe drawings, Fig.1 is a fragmentary as it would appear from theleft of Fig. 2.

Fig.2 is a view toward one of thevehicle Serial No. 617,442.

side frames from the inside, with certain parts 111 sectlon as indicated by the line 2-2 in F ig; 1, the corresponding wheel of the 7 vehicle being omitted.

Fig. 3 is a side view of a sort of saddle' structure appearing in Fig. 2, separated Fig, 2, and partly broken away.

Fig. 4 1s a corresponding plan View.

Fig. 5 is a side view of a leverage device Referring to Figs. 1 and 2, it will beseen that in the present instance my invention is shown applied to a locomotive in connection withthe driving wheels of its mainearriage (so to term it), rather than with wheels :of accessory carriages or trucks.-

The locomotive side frames illustrated areofthe standard bar type, with top rails A, bottom rails B, and verticalpedestal-jaws C for the vertical movement or play of the driving boxes D. The pedestals C may be provided with the usual shoe and wedge means 6 and I '7", or their equivalents, for properly guiding 5 Thus applied, my inv-entiongives the lateral motionmechanism greater and sustaining the drivin or axle -boxes D, wh1ch rest on-the axle Fr wheels H. Except as hereinafter described,

of the boxes in the jaws C as is required by the locomotive design and the intended con- A 'due pro- '60 from other parts and on a larger scale than] of the driving- -ditions of service, and the outer wear faces f ;of the boxes afford lateral thrust bearing at is for the hubs of the drivers. requiring only one of the boxes to deflect atetc., istransmitted to the axle boxes D through the usual-spring riggingstructure' L, and other parts now soon to be described.

, Inpraotice, of course, the pedestal jaws (3 may be closed at the bottom with the usual pedestal frame binder or tie M, and

the usual lubricating and other accessory )arts ma be providedthese latter however are all omitted from the drawings, to ,avo d confusion. As shown, the locomotive side frames are interconnected" and bracedtogether, both vertically and horizontally,

fore and aft of the axle G, by transverse members or structures N and P, secured to the pedestal jaws C, etc.

In the present instance, the load is transmitted from each spring rigging structure L to the corresponding driving box D at different points lengthwise of the axle G, through a yoke-like saddle 15 whose depending leg portions 16, 17 straddle the top rail A and thus bear on the box D at opposite sides of the frame. The clearance between the saddle 15 and the top rail A permits the saddle to ride up and down (relative to the frame) with the movement of the box D due to inequalities of the track, and the fiexibility and looseness at joints of the spring rigging permit the saddle to rock slightly. As shown, the outer saddle leg 16 is the longer, and rests or bears directly on the box D, in a fore and aft seator socket 13 of appropriate length to take a foot or projection at the lower end of said leg. The shorter inner leg 17 normally bears sol idly 011 the box D, as already intimated; but between them extends one end'of leverage means 20 pertaining to the lateral motion device. As here shown, the saddle leg 17 (see, also, Figs. 3 and 4) has feet 21, 21 separated in correspondence with the diameter of the axle G; and in the present instance, it is divided into corresponding fore and aft portions interconnected A fashion, so as to give the saddle yoke 15 as a whole somewhat the character of a tripod. The leverage means 20 (see also Figs. 5, 6, and 7) accordingly comprises, in effect, a pair of bell-cranks with an interconnecting portion 22,shown as of U-shaped crosssection, for the sake of strength and lightness. It is fulcrumed on half-round hearing ridges 23, 23 formed on the bottom of said portion 22, and resting in correspondingly rounded seats in brackets 24, 24: projecting inward from the box D. Thus each of the levers composing the device 20 rests free on the fore and aft fulcrum afforded by its seat on its bracket 24.

As here shown, the double saddle leg 17' rests on the box D through the interposed laterally outward extending arms 25, 25 of the leverage 20. Each saddle foot 21 rests or bears in a fore and aft seat or socket 26 in the corresponding lever arm 25, of appropriate length to take a projection at the bottom of the foot. The other corresponding lever arm 30 extends downward from the fulcrum 23, still to one side of the axle G,.and, indeed, substantially in the same transverse plane as the arm 25 and the foot 21. For this depending arm 30 of the lever 20, abutment is provided, to oppose bodily movement of the lever when the box D moves inward under lateral thrust from the corresponding drive wheel H as the locomotive takes a curve with this wheel toward the outside. As shown, such abutment is afforded by a substantially flat thrust or bearing shoulder 31 at one end of a lateral protuberance on the corresponding cross-brace member N or P, and the lower end of the lever 30 presents an appropriately angled face at 32 to cooperate with such shoulder.

In the embodiment of my invention here illustrated, the construction at the opposite sides of the Vehicle carriage is all exactly alike.

Fig. 1, especially, shows the normal positions of the parts when the device is prop erly adjusted and the locomotive is on straight track. The hubs of the wheels H, H abut against the wear faces 7a, 7a of the boxes D, D; the arms 25 of all four of the centering levers 20 rest on the boxes; the spring saddle 15, 15 are upright, with both arms bearing solidly on the boxes; all four of the lever arms 30 are practically in of the corresponding saddle legs 16, 17, the fulcra 23, and the two levers 20 as a whole bodily with it. The right hand box D will not, however, be'affected; on the contrary the axle G will slide freely through it the" amount of the deflection,the more easily because when deflection occurs the axle is already revolving in the box, so that there is no friction of rest to be initially overcome.

Inward lateral movement of the lower ends of the lever arms 30 being opposed by i the abutment or thrust shoulders 31, such movement of the left-hand box D and the fulcra 23 will rock the levers 20 and raise their arms 25 and the inner saddle leg 17 against the load of the vehicle weight,-- thus acting to rock the saddle 15 outward, to the left, and lift the load. IVith proper proportioning of the parts, the inward movement of the saddle legs 16, 17 with the box D, as above described, and the tendency of the top of the saddle 15 to move outward as the saddle rocks will balance or compensate one another,so that actually the upper part of the saddle that carries the spring. rigging will not shift laterally at all with reference to the locomotive side frame, but merely twist or tilt to a slight extent, easily permitted by the usual flexibility and 100 inward, to the right, carrying the lower ends looseness:.oftherigging L. As soon as the vehicle passes from the curve to tangent trackand the lateral thrust on the box D is thus relieved, the; loadyacting through the saddle leg 17 will force the arm 21 down again, thus actuating the lever -to return the box D to itsoriginal position. And when the'vehicle takes a reverse curve, a similar action will occur at the other side.

It will be seen that inasmuch as the saddle legs I? bear on the arms 25 of the leverage devices 20 substantially in the transverse plane of the arms and also (in part) directly over the bracket seats 2d, 24. of the fulcra 23, 23, approximately in such plane, there is no torsional stress or strain in the interconnecting member 22, and practically no vertical bending stress. This difference from the construction shown in the abovementioned Woodard application,-in which the inner saddle leg bears on a single lateral arm directly over the center of the axle, so as to impose torsional and even transverse bending stresses on the connecting member 22,notonly makes the device 20 perfectly rigid in action and obviates all danger of distortion or breakage of its interconnecting member, which might give rise to lost motion and render the device more or less inoperative or ineffective, but also allows the member 22- to be made relatively light, since the rockers at its ends are in effect almost independent of one another. Also, the saddle yoke 15 is strong without requiring to be heavy, and has a broad fore and aft base at its inner side (represented by the distance apart of its feet 21) to prevent its ever being overturned fore and aft.

I claim:

1. A railway vehicle lateral motion device comprising an axle box; a cooperating leverage device with arm extending downward from its fulcrum; and means for transmit ting the load to said leverage device bearing on the latter substantially in the plane of the rocking movement of said arm.

2. A railway vehicle lateral motion device comprising an axle box, a lever fulcrumed at the inner side of said box, with an aun extending from said fulcrum to carry the load of the vehicle weight and an arm extending downward in substantially the same transverse plane as said first-mentioned arm, and means for opposing movement of said latter arm with lateral movement of the box, so as to rock the lever and raise said first-mentioned arm against the load aforesaid.

8. A railway vehicle lateral motion device comprising an axle box with fore and aft fulcrum means at its inner side, a lever resting free on said fulcrum means, with an arm extending therefrom to carry the load of the vehicle weight and an arm extend n downward in substantially the same .nrst-mentioned arm, and. 1 movement of said latit 0: L116 cox, use

nuid ulstmentioned arm against tne load aforesaid.

A railway vehicle lateral motion demprising an axle box and a saddle for transmitting the load to the er outside and inside of the frame, and on the inside leg for transmitting its n e of the load opposite sides of the 7. A railway vehicle lateral motion device comprising an axle box; leverage device fulcrumed on said box with arms extending downward at either side of the axle, and means for opposing movement of said arms with lateral movement of the box, so as to rock the leverage device; and a saddle straddling the frame above the axle box having legs for transmitting the load to the latter outside and inside the frame, and bearing on said leverage device substantially in the transverse planes of the aforesaid arms.

8. A. railway vehicle lateral motion de vice comprising an axle box; a saddle straddling the frame above the axle box with legs for transmitting the load to the latter outside and inside of the frame, and feet on the inside leg for transmitting the load at opposite sides of the axle; a leverage device fulcrumed at the inner side of the box, with arms extending outward to engage said feet and carry the load of the vehicle weight, and arms extending clownward in substantially the same transverse planes as said first-mentioned arms; and means for opposing movement of said latter arms with lateral movement of the box, so as to rock the leverage device and raise the inside saddle leg against the load aforesaid.

9. A lateral motion leverage device having means for fulcruming the same on an axle box, an arm for extending downward from said fulcrum means, and bearing for receiving the load of the vehicle weight located substantially in the plane of rocking of said arm.

10. A. lateral motion leverage device having means for fulcruming the same on an the frameabovc the axle box.

axle box, downward extending arms sep arated lengthwise of said fulcrum means, and bearings for receiving the load located approximately in the planes of movement of said arms.

11. A saddle yoke for straddling a vehicle frame and transmitting the load of the vehicle weight, having at one side a foot for bearing on the axle box and at its other side separate feet for bearing on lateral motion means.

12. A saddle yoke for straddling a vehicle frame and transmitting the load of the vehicle weight, hcving at one side a foot for bearing on the axle box and at its other the diameter of the axle for transmitting the load to lateral motion means at either side thereof.

13. A tripod saddle for straddling a vehicle frame and transmitting the load of the vehicle weight to an axle box at one side of the latter and to lateral motion means at separated points atits other side.

I11 testimony whereof, I have hereunto signed my name.

CHAS. F. PRESCOTT.

15 side feet separated in correspondence with 

